2010 HONDA CRF450R SPECIFICATIONS

ENGINE
Engine type: Liquid-cooled, four-valve, Unicam, single-cylinder four-stroke
Displacement: 449cc
Bore x stroke: 96 x 62.1mm
Compression ratio: 12.0:1
Fuel system: PGM-FI, 50mm throttle body
Transmission: Five-speed
Fuel capacity: 5.7 litres

CHASSIS
Frame type: Twin-spar aluminium
Front suspension: Kayaba 48mm inverted leading-axle twin-chamber cartridge-type telescopic fork with 16-step adjustable compression and 18-step rebound damping
Rear suspension: Kayaba Pro-Link with damper, adjustable low-speed (18-step) and high-speed (1.5-turn) compression and 20-step rebound damping
Brakes (front / rear): Single 240mm disc with twin-piston calliper / Single 240mm disc
Wheelbase: 1491mm
Seat Height: 954mm

DIMENSIONS
Weight (claimed): 106.5 kilograms

PURCHASE DETAILS
Price: $11,990 plus delivery
Availability: Out now
Colour options: Red
Test bike: Honda Australia
www.hondamotorcycles.com.au

The Honda CRF450R has long been one of the best in the class since its inaugural release back in 2002, producing smooth power and plenty of it, along with class-leading handling.

It’s been a successful life for the Open class CRF so far, although a host of revisions for 2009 marked one of the most radical changes for the model since its inception.

With those changes, notably switching to a fuel-injected engine, came a few kinks that needed to be ironed out, which is most definitely the case for the 2010 model.

The main improvement for this year is that the ECU programming and fuel-injection settings have been altered to improve throttle response, giving the 450R the power off the bottom that we’ve come to expect in previous years.

The 449cc, liquid-cooled, single-cylinder, four-stroke, four-valve, Unicam engine is strong in its application when twisting the throttle, still somewhat deceiving like last year’s model but a lot stronger off the bottom.

There’s no doubt that fuel-injection makes the throttle response a lot better when applying it from zero percent, although that response is less abrupt for this year and doesn’t feel as restricted as one year ago.

If you’re a rider who likes smooth power that enables you to rev the bike hard, something that doesn’t happen so often on a 450, you’ll very much like the CRF’s powerband in the way that you can get on the gas.

It’s not as aggressive as the powerhouse KTM and it doesn’t feel as fast up top as the Yamaha, but what it does do is offer a well-rounded amount of useable power that you’ll be impressed with on outdoor Motocross tracks.

Like the all-new CRF250R that we tested late last year, the power of the fuel-injected Honda Motocrossers doesn’t have any huge hits, rather one solid spread of torque that doesn’t do anything out of the ordinary and is ultra rideable.

One cool thing for this year is that the HRC fuel-injection tool can be attached without removing the tank, making it a lot easier to adjust the settings if you’re into that kind of thing.

The five-speed gearbox is typical Honda in its shifting prowess, seamless with each click up through the gears, although the clutch took some adjusting to get the settings right off the corners (we were one of the last in a long line of media outlets to test this particular ride).

MotoOnline test rider and national Pro Lites rider Jimmy Blackwood in action on the 2010 Honda CRF450R.

As for the handling and suspension, you’d have to say that the ergonomics on the CRF450R are super slim for the Open class, especially compared to the latest Yamaha.

The Renthal handlebars are a comfortable bend standard, something that you won’t really need to change unless you bend them or are looking for some tapered ’bars, while the gripper seat is definitely comfortable in stock trim.

Honda has had over 10 years of experience with the twin-spar aluminium frame, the version found on the 2010 model CRF450R being the fifth iteration of the unit.

It’s been designed for improved steering and nimble handling, which works a treat when combined with the stability-assisting steering-damper that comes standard behind the front plate.

While I’ve owned a lot of Hondas myself over the years, I have to admit that getting this particular model did take some work to get it handling to my liking on the hard-packed tracks that surround New South Wales at this time of year fresh out of summer.

Steering was good from the start, however I was finding that the front suspension would deflect off of sharp braking bumps, while the rear was skatey under heavy braking.

Speaking of the brakes real quick, both the front and rear were consistently good throughout the test, offering a heap of feel without being too touchy when utilising them.

Steering is one of the CRF's strong points, especially once you get the Kayaba suspension dialled in.

Back to the suspension, removing some compression from the forks and then slowing down the rebound on the rear shock absorber made the bike a whole lot more balanced, giving me a lot more confidence in the Kayaba units at speed.

Instead of waiting for the next harsh hit as I negotiated the bumps, I could now focus on my riding and know that the bike would take anything that I could throw at it (good or bad!).

I’d read in a few American tests that the bike was unstable of sorts, which it certainly was at first, however the balance with a few slight changes did improve a lot, which is a testament to Kayaba in that sense.

Honda switched from Showa to Kayaba last year and has stuck with the Kayabas for this year, although a few changes have been implemented for this year.

There are new fork seals with a higher oil capacity, while the valving has also been revised for this year after mixed reviews last year. Meanwhile, the shock now features an updated piston and re-designed compression adjuster for improved damping.

The funny thing is that Honda’s factory Motocross team in the States still uses Showa suspension, with no real explanation on that fact or the reasons behind it ever coming through since the production unit switched the Kayaba.

As the majority of my testing took place on hard terrain it’s hard to judge what the CRF450R would be like on a loamy or sandy track, however if I had to guess I’d say its capabilities would suit the soft stuff pretty good.

Stabilty under heavy braking took some work, however the overall balance is good on the CRF450R.

A few ruts developed on the inside lines at a private track near Sydney, with the bike’s steering absolutely excellent once you commit to the line and roll into the turn.

Jumping is also a solid point of the Honda, balanced in its weight distribution, but admittedly being quite a lot better once I slowed down the rebound on the rear shock.

Honda has had its challenges in the Open class with this model so far, mostly with race results of the pros, but this year has seen a dramatic improvement through the minor revisions incorporated for this year.

With the Rockstar Energy MX Nationals kicking off this weekend at Horsham, season 2010 may be a very solid one for the Cougar Bourbon Honda Racing team and the CRF450R in the very capable hands of young gun Todd Waters.

As for us non-professional riders, I’d say that the Honda is a great option for those riders stepping up to the Open class who are looking for a quality ride that is super friendly in its engine character and handling department.

It won’t blow you away when you twist the throttle, but you will appreciate the usability, throttle response and tractability every inch along the way. Get the suspension sorted and you’ll be reaping the ultimate benefits from the outset.

This year sees the most competitive 450 category in memory, with the top bikes in the class setting new standards that we as consumers enjoy the benefits.